Deceleration rate indicator apparatus

ABSTRACT

An apparatus for providing deceleration rate information of a user operating a vehicle is disclosed. The apparatus includes a unit including an accelerometer, a processor, and a lighting mechanism. The processor receives from the accelerometer deceleration info of the vehicle and variably adjusts at least one aspect of the lighting mechanism, thereby quantitatively signaling the deceleration rate to a driver of a following vehicle. The unit may be mounted on an article of clothing, a bag, or the vehicle itself.

CLAIM OF PRIORITY UNDER 35 U.S.C. §119

The present application claims priority to U.S. Provisional ApplicationNo. 61/358,896, entitled “Deceleration rate indicator system,” filed onJun. 26, 2010, and hereby expressly incorporated by reference herein.

BACKGROUND

1. Field

The present disclosure relates to an indicator apparatus that flashes ata frequency correlating to the rate of deceleration, therebyquantitatively signaling a deceleration rate to a driver of a followingvehicle. This apparatus is designed to be used in addition toconventional brake lights. The disclosure exploits the awareness of theaccepted meaning of flashing lights as well as improved visibility toprovide a safer signaling system.

This relates to braking lights, specifically to a vehicle applicationthat informs a following vehicle of a deceleration rate of the user'svehicle. This apparatus is especially beneficial for motorcycle ridersand bicyclists who are especially vulnerable and tend to be lessvisible. Motorcycle brake lights tend to be small and lower to theground. In addition, motorcyclists use engine braking more than driversof other types of vehicles. In one embodiment of the disclosure, amotorcycle jacket includes a deceleration rate indicator apparatushaving a lighting mechanism that serves as a running light as well asdeceleration indicator. The embodiment provides added advantage suchthat it will be higher up than a light mounted on a motorcycle. Thisadded visual cue improves the visibility of the riders. The decelerationrate indicator apparatus may take on any appropriate shape orconfiguration, such that users may proudly display their favorite logo,emblems, or advertisement while making them more visible.

Braking indication by measuring deceleration rate complements themonitoring application of brakes, as the apparatus measures actualdeceleration instead of application of brakes. This provides user theability to inform the following vehicle of the degree of dangerinvolved. This provides extra time for following drivers to react asbraking is usually preceded by releasing throttle or shifting down inmany cases. The specification of this apparatus centers around theapplication of motorcycle jacket but its application can also beextended to the vehicle itself or other apparel and or accessories.

2. Description of Prior Art

The following table some prior art that appears relevant:

Pat. No. Title Issue Date Patentee U.S. Pat. No. 2,474,610 Quantitativedeceleration indicator Jun. 28, 1949 Elton P Wunsch U.S. Pat. No.6,925,654 Safety Signal Jacket for riders of Aug. 09, 2005 SheltonGamini De Silva non-enclosed vehicles. U.S. Pat. No. 6,679,615 Lightedsignaling system for user Jan. 20, 2004 Raliegh A. Spearing of vehicleUS2007/0063831 Signaling safety system Mar. 22, 2007 Barry Perkinds,Joseph Cordina U.S. Pat. No. 6,525,652 Downshifting warning system Feb.25, 2003 Clayton S. Smith U.S. Pat. No. 6,943,677 Modulated IntensityFlasher for Sep. 13, 2005 Clyde H Boyer, Edward J. Vehicle Brake Lightwith Lockout Stropkay, Robert C. Morris U.S. Pat. No. 4,918,424Two-stage brake light system Apr. 17, 1990 R Douglas SykoraDescription of Prior Arts Relating to Signal Jacket

U.S. Pat. No. 6,925,654 discloses a safety signal jacket for riders ofnon-enclosed vehicles. The apparatus is to be activated by the way ofelectrical communication.

U.S. Pat. No. 6,679,615 discloses a lighted signaling system for theuser of a vehicle that contains light sources that illuminate in apattern selected from the group consisting of advertisements, logos,names, and trade names.

U.S. Publ. No. US2007/0063831 discloses an indication mechanism that isattached to a garment of the rider. The indication mechanism has twobanks of LED arrays and a wireless radio receiver. The wireless systemis linked to the wiring system of the motorcycle light system. When thesignal interface detects a signal sent through the wiring system of themotorcycle the signal interface sends a signal via the transmitter tothe receiver of the indication mechanism. Alternately, rather thanutilizing a signal interface, the indication mechanism may include anaccelerometer to detect deceleration of the bicycle.

Description of Prior Art Relating to Brake Lights

U.S. Pat. No. 6,525,652 describes a system which will automaticallyactivate the conventional vehicle brake system under conditions ofdownshifting causing deceleration. In this respect, the decelerationrate indicator system departs from conventional system and in doing soinforms driver of following vehicle the rate of deceleration. Thissystem uses an accelerometer with tachometer to provide rate ofdeceleration. It requires communication with the vehicle.

U.S. Pat. No. 6,943,677 describes a two region brake light. One regionis the conventional braking and another is modulated to increaseperception. It uses a time-out to avoid irritating flashing in stop andgo traffic i.e. it is disabled in stop and go traffic.

U.S. Pat. No. 4,918,424 is a two stage brake light system. One is abraking light and the other is stopping light.

SUMMARY

Aspects and embodiments of the present disclosure provide an improvedmethod to signal deceleration and braking. Deceleration typicallyprecedes braking as driver downshifts and closes the throttle of thevehicle. An apparatus that indicates the rate of deceleration and warnsof stoppage for users of non-enclosed vehicles, keeps the user saferwhile braking on the road and warns a following driver when the user isstopped. (e.g., at a stop sign, traffic light). The system is selfcontained and does not require any connection or modifications to thevehicle. The only maintenance required is to keep the removable batterycharged.

These, as well as other components, steps, features, benefits andadvantages of the present disclosure, will now become clear from areview of the following detailed description of illustrativeembodiments, the accompanying drawings, and the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings disclose illustrative embodiments. They do not set forthall embodiments. Other embodiments may be used in addition or instead.Details that may be apparent or unnecessary may be omitted to save spaceor for more effective illustration. Conversely, some embodiments may bepracticed without all of the details that are disclosed. When the samenumeral appears in different drawings, it refers to the same or likecomponents or steps.

Aspects of the disclosure may be more fully understood from thefollowing description when read together with the accompanying drawings,which are to be regarded as illustrative in nature, and not as limiting.The drawings are not necessarily to scale, emphasis instead being placedon the principles of the disclosure.

FIG. 1 is a back view of one embodiment of the disclosure, applicationon a motorcycle jacket.

FIG. 2 is a perspective view of another embodiment of the disclosure,application on a backpack.

FIG. 3 is a perspective view of still another embodiment of thedisclosure, application on a motorcycle trunk.

FIG. 4 is an embodiment of the disclosure, mounted on a helmet.

FIG. 5 is a perspective view of another embodiment of the disclosure,application on a motorcycle.

FIG. 6 is a front view of the apparatus illustrating one configurationof a lighting mechanism.

FIG. 7 is an accelerometer axis diagram of the apparatus.

FIG. 8 is a top level electrical block diagram of the apparatus.

FIG. 9 is a processor level electrical block diagram of the apparatus.

FIG. 10 is a flow chart of an initialization sequence of the apparatus.

FIG. 11 is a flow chart of an operation sequence of the apparatus.

FIG. 12 is a flow chart of a city mode sequence of the apparatus.

DETAILED DESCRIPTION

Illustrative embodiments are now discussed. Other embodiments may beused in addition or instead. Details that may be apparent or unnecessarymay be omitted to save space or for a more effective presentation.Conversely, some embodiments may be practiced without all of the detailsthat are disclosed.

This disclosure seeks to exploit the awareness that drivers already makewith flashing light as it grabs attention. An extension to that idea isdrivers associate increased urgency with increased rate of flashinglight.

FIG. 1 shows one embodiment of the disclosure. A motorcycle jacket 10may be provided with a deceleration rate indicator apparatus 11 on aback panel thereof. As will be described in greater detail below, theapparatus 11 includes a visible lighting mechanism 12 having one or morelights. The apparatus 11 may be mounted anywhere on the back of themotorcycle jacket 10 and is shown in the present embodiment on an upper,center portion of the back panel. In one embodiment the motorcyclejacket 10 may be manufactured with the apparatus 11 already integratedin the jacket. Alternatively, the apparatus 11 may be manufactured andsold separate from the motorcycle jacket 10 and attached afterward.

FIG. 6 illustrates one configuration of the apparatus 11. Here, theapparatus 11 is shown having a circular configuration, however, theapparatus 11 may be adapted to other shapes and sizes. The lightingmechanism 12 may include one or more lights to improve the visibility ofthe apparatus 11. For example, the lighting mechanism 12 may include afirst section 13 having a plurality of lights 25 and a second section 14having a plurality of lights 26. The first section 13 may be concentricwith the second section 14. The lights 25 and 26 of first and secondsections 13 and 14, respectively, may be designed in any shape with anysizes and number of lights. In addition, there may be additionalsections of lights. It is preferably that the arrangement of thesections of lights has a combined area of at least 113 cm² and up to 300cm² for users of non-enclosed vehicles, such as motorcycles, jet skis orsnowmobiles to meet regulatory requirements. The lights 25 and 26 mayhave high luminance red-amber automotive grade surface mount lightemitting diodes (LEDs) meeting SAE/ECE/JIS automotive colorrequirements. These LEDS are mounted on a PCB board. The indicatorscould be mounted on the visible part of the apparatus 11 and thesupporting electronics are on the reverse side. The number of LEDs maybe determined by luminous output requirements, power available, andphysical size. Other aspects of the lighting mechanism can be varied fordifferent driving situations or to meet different market, regulatoryrequirements and applications. The color, flash rate, size andbrightness of the lighting mechanism may be varied to meet thesedifferent requirements.

FIG. 9 illustrates the electrical components of the deceleration rateindicator apparatus 11. Supporting electronics include a voltageregulator 51, a 3-axis Microelectromechanical (MEMS) sensor 52, amicroprocessor 53, a first section LED driver 54, and a second sectionLED driver 55. The voltage regulator 51 regulates the supply voltagewith a range of voltage 3V to 14V to the 3.5 Vdc for the MEMS 52 and themicroprocessor 53 and 42 Vdc for the first section 54 and second sectionLED string driver 55. It may also be designed to be protected fromover-voltage and resettable over-current protection. The supportingelectronics communicates with a user interface 60. The user interface 60includes an ON/OFF switch 56 and a mode switch 57. Both the ON/OFFswitch 56 and the mode switch 57 are designed to be large membrane typeswitches that may be provided on the left chest or left shoulder area ofthe user. The large switch is designed to operate while the user iswearing gloves and lights up to confirm to the user that the system isactivated.

As discussed earlier, the first section lights 25 and second sectionlights 26 are preferably LEDs designed for automotive application. Aflexible printed circuit board (PCB) is utilized to maintain theflexibility of a traditional jacket, although a conventional PCB couldalso be used. A first section (visible) of the apparatus 11 is populatedwith lights 25 and 26, while a second section (not shown) holds thecontrol circuit, LED driver circuits and connector. The first and secondsection may be located separate from each other or together. The firstsection lights 25 may include LEDs that are designed to be brighter andvisible from at least 150 meters. The first section 13 of lights 25,with ultra bright LEDs, emits more heat and activates when the user isdecelerating or stopped, and is therefore designed for lower duty cycle.The second section 14 of lights 26 may include LEDs that are designed torun at higher duty cycle. The main purpose of the second section 14 oflights 26 is to serve as running lights to improve visibility of theuser. The second section 14 of lights 26 complements the first section13 of lights 25 by increasing the intensity of the LEDs with increaseddeceleration.

FIG. 7 shows an axis and orientation of an accelerometer of theapparatus 11. The MEMS sensor 52 (FIG. 9) of apparatus 11 is a commontype of an accelerometer. The accelerometer may be a low g, low powerinertial sensor. A 3-axis digital accelerometer is utilized in thisembodiment, but an analog 2-axis accelerometer could also be used. FIG.7 shows how the axis of the MEMS sensor 52 relates to the user. Theorientation axis is calibrated during the initialization sequence, whichwill be explained in greater detail below.

FIG. 9 is a top level diagram that shows how information data flows inthe apparatus 11. The ON/OFF switch 56 and the mode switch 57 allow theuser to turn the apparatus 11 on and off, as well as adjust thedifferent modes of operation available to the user. Since the mode ofoperation is programmed on the microprocessor 53, it could be updatedwith improved algorithm for different applications.

The deceleration rate indicator apparatus 11 need not be limited to amotorcycle jacket 10. FIGS. 2-5 show alternative implementations of theapparatus 11. In FIG. 2, the apparatus 11 is mounted on the front panelof a bag, such as a backpack 15. In FIG. 3 the apparatus 11 is mountedon a motorcycle trunk 19. In this embodiment, the apparatus 11 could bewired to the existing motorcycle wiring or as battery poweredstandalone. In FIG. 4, the apparatus 11 is shown mounted on a helmet 30.The apparatus 11 could be marketed as an after-market part or designedas original equipment. In FIG. 5, the apparatus is shown mounted on amotorcycle 41. Apparatus 11 is housed in housing 41.

Operation

Initialization Sequence

The apparatus 11 requires initialization or calibration before it isused for the first time. FIG. 10 is a flow diagram illustration aninitialization sequence 100 for the apparatus 11. At step 102, the userbegins initialization of the apparatus. The user is instructed to enterthe initialization sequence the first time the apparatus 11 is used on aparticular vehicle. Initialization is performed on a flat surface withthe user maintaining the vehicle upright on a flat surface at step 104.The first step is for the apparatus 11 to sample deceleration rate inthe x, y, and z axis when the vehicle is stationary with the engine on.The accelerometer 52 samples up to 100 samples on each axis and providethe data to the microprocessor 53. The apparatus 11 signals to the userthat it is ready for the step 110 in step 108 by flashing LED 58 twicein quick succession. At step 110, user accelerates to a determined speedup to 50 km/h and maintains speed for up to 5 seconds. The accelerometer52 samples up to 100 samples on each axis and provides the data to themicroprocessor 53. At step 112, the user decelerates to a stop in a safemanner. The accelerometer 52 samples up to 100 samples on each axis andprovides the data to the microprocessor 53. The data is stored in thedigital microprocessor 53 memory or an external memory can be used. Thedata serves as spatial orientation to the front of the vehicle.

Normal Operation

FIG. 11 is a flow diagram illustration an operating sequence 200 for theapparatus 11. The apparatus 11 is activated when user plugs in the cablebattery and presses the membrane switch 56 in step 202. In step 204, theapparatus 11 starts sampling deceleration rate in x, y, and z axes. Instep 206, the data is filtered with the offset and gain based on datathat was collected in the initialization sequence 100. In step 208 themicroprocessor 53 determines vector gravity and calculates a range ofmoving vectors that are 45° wide and at least 60° to the gravity vector.In step 210, the microprocessor determine the deceleration rate of thein the moving direction of the motorcycle, or other vehicle. In step 212the processor 53 then compares the resulting moving axes against a lookup table values to determine the flash rate of the light. Ifdeceleration rate exceeds the threshold the next step is 218 and themicroprocessor flashes the lights at the rate based on the stored lookup table. If deceleration rate does not exceed the threshold, themicroprocessor makes a determination if the motorcycle is stopped ormoving constantly by comparing deceleration rate to data acquired duringthe initialization sequence 100. The apparatus 11 determines themotorcycle is stopped if there are no deceleration in any axes exceptfor the gravity vector. If the motorcycle is determined to be stoppedinstead of moving at constant speed the light the next step is step 220where the light flashes for 2 seconds before resetting itself. A statustable is simplified below.

Second section Action First section Region Lights Region Lights StoppedFlash at constant rate On Moving in Off On constant speed AcceleratingOff On Decelerating Flash at rate proportional to Increased brightnessdeceleration rate proportional to deceleration rateAutomatic Mode Switch

User can select the different modes for the apparatus. The apparatus 11can also be set to automatically switch between City Mode and HighwayMode. FIG. 12 is an interrupt sequence 300 for the apparatus 11. Theapparatus 11 sets the counter to 0 during power up in step 302. If thedeceleration exceeds the set threshold in step 304 an interrupt serviceroutine is called and the counter is increased by 1 in step 306. In step308 the counter overflow is reviewed. The counter overflow indicatesthat apparatus deceleration count has exceeded and the user is likelyriding in stop and go traffic in a city. If the counter overflowed theapparatus 11 is set to City Mode in step 312 and the counter is set backto 0 in step 302. If the counter does not overflow then the City Modereset time is reviewed. If the user has not decelerated exceeding theset threshold this indicates that the user is likely moving on a highwayand the apparatus 11 remains in the default mode which is the Highwaymode and sets the counter back to 0 in step 302. The sensitivity of themode can be software adjusted as City Mode overflow counter value andCity Mode reset time can be modified.

City Mode

In city mode the LED brightness is set to low and the brake lights onlyfunctions when stopped (flash at 1-2 Hz) and when decelerating at a rategreater than 5 m/s^2 (flash at 10 Hz). The user may select the city modeor when set to automatic mode the apparatus switches mode when thedeceleration counter exceeds the threshold set.

Highway Mode

In highway mode the LED brightness is set to high (200-500 millicandela)and the full deceleration rate table is utilized.

Third Brake Mode

When integrated as on OEM in Motorcycle or automotive brake lights powerconservation is less of an issue but the system receives two inputs fromthe vehicle. Running lights and traditional brake lights. Both LEDbrightness are software adjusted to be brighter. The user may also setthis mode when concerns for additional visibility exceed concerns forbattery conservation such as in bad weather condition.

Minimum threshold deceleration rate is 2 m/s^2 for a minimum of 0.25seconds. (i.e. the moving average minimum). Once the minimum thresholdis reached the light will flash based on the look up table below for 2-5seconds. Minimum threshold deceleration rate is software adjustable.Flash rate ranges from 1-15 Hz. Table below shows flash rate and itscorresponding deceleration rate. All values in the look up table beloware software adjustable.

Flash Deceleration Rate rate Typical event 0, stopped   1 Hz Stopped atlight 2 m/s {circumflex over ( )}2, slowing down/   2 Hz Engine Braking5 m/s{circumflex over ( )}2 to 9 m/s{circumflex over ( )}2 deceleration5-9 Hz Driver applies controlled rate, active braking pressure to brakesmoothly Greater than 9 m/s{circumflex over ( )}2,  15 Hz Driver isbraking to avoid Emergency Braking collision

The table below shows software adjustable values. Differentmanufacturers of apparel may wish to customize how the apparatus behavesto suit the need and preference of their customers.

Item Description Flash time Period of flash time when minimumdeceleration threshold reached Min Deceleration rate Minimumdeceleration threshold Flash rate (stopped) Flash rate when stoppedFlash rate (slowing down) Flash rate when slowing Flash rate (activebraking) Flash rate when active braking Flash rate (Emergency braking)Flash rate when emergency braking Highway mode running light Set dutycycle of the running light in Brightness highway mode Highway modebrake/running light Default value is 2.5 to 1. Brake light intensityratio duty cycle is a multiply of the running light brightness. Citymode running light Brightness Set duty cycle of the running light incity mode City mode brake/running light Default value is 2.5 to 1. Brakelight intensity ratio duty cycle is a multiply of the running lightbrightness City Mode overflow counter value Set number of decelerationoccurrence before apparatus switches to city mode City Mode reset timeSet time before overflow counter is reset to 0

Advantages of the apparatus 11 include a simple standalone unit that caneasily be integrated into apparel or other accessories to provide moreperceptible indication to a following vehicle that the user has begun adeceleration event. Drivers following a user with the present apparatusreceive indication of the user's deceleration and the rate ofdeceleration and may, therefore, make better driving decisions. Sincethe apparatus 11 detects deceleration by using an electro-mechanicalsensor, the apparatus 11 warns following vehicles of deceleration whenthe user releases throttle or uses engine braking. The Motorcycle SafetyFoundation encourages motorcyclists to constantly flash their brakelights when stopped to increase visibility, however, many fail to do sobecause of the effort required.

The apparatus 11 can be adapted for safety apparel and accessories orincorporated into conventional automotive brake lights. The onlymodification required when integrating in an existing brake light is toprovide a low voltage dc source and this modification is not needed ifan auxiliary battery power is used. Since the apparatus 11 is astandalone unit, the apparatus 11 can be marketed in the aftermarketindustry or original equipment manufacturer. Bicyclist, snowmobileriders, jet-ski riders all can benefit from deceleration indicator. Thusseveral advantages of one or more aspects are to provide improveddecelerating indication, improved visibility and increased time fordrivers to react as deceleration by releasing throttle or downshiftingtypically precedes actual braking.

While the above description contains many specificities, these shouldnot be construed as limitations on the scope of any embodiment, but asexemplifications of various embodiments thereof. Many otherramifications and variations are possible within the teachings of thevarious embodiments, for example, the apparatus could be applied forsports such as skiing, bicycling, etc. Thus the scope should bedetermined by the appended claims and their legal equivalents, and notby the examples given.

The above descriptions are the embodiments to exemplify the presentdisclosure to enable the person skilled in the art to understand, makeand use embodiments of the present disclosure. This description,however, is not intended to limit the scope of the present disclosure.Any equivalent modification and variation according to the spirit of thepresent disclosure is to be also included within the scope of the claimsstated below.

The components, steps, features, benefits and advantages that have beendiscussed are merely illustrative. None of them, nor the discussionsrelating to them, are intended to limit the scope of protection in anyway. Numerous other embodiments are also contemplated. These includeembodiments that have fewer, additional, and/or different components,steps, features, benefits and advantages. These also include embodimentsin which the components and/or steps are arranged and/or ordereddifferently.

Unless otherwise stated, all measurements, values, ratings, positions,magnitudes, sizes, and other specifications that are set forth in thisspecification, including in the claims that follow, are approximate, notexact. They are intended to have a reasonable range that is consistentwith the functions to which they relate and with what is customary inthe art to which they pertain. The scope of protection is limited solelyby the claims. That scope is intended and should be interpreted to be asbroad as is consistent with the ordinary meaning of the language that isused in the claims when interpreted in light of this specification andthe prosecution history that follows and to encompass all structural andfunctional equivalents.

What is claimed is:
 1. A method for providing deceleration rateinformation of a user operating a vehicle, the method comprising:providing an apparatus including an accelerometer, a processor coupledto the accelerometer, and a lighting mechanism coupled to and controlledby the processor; initializing the apparatus, wherein initializing theapparatus includes: sampling a deceleration rate of the vehicle whilethe engine is on and the vehicle is stationary to obtain a first dataset; sampling a deceleration rate of the vehicle while the vehiclemaintains a predetermined speed to obtain a second data set; sampling adeceleration rate of the vehicle while the vehicle decelerates to a stopto obtain a third data set; and storing the first data set, the seconddata set, and the third data set in the processor; sampling adeceleration rate of the vehicle; comparing the deceleration rate of thevehicle to a threshold value stored in the processor; and varyingoperation of the lighting mechanism if the deceleration rate of thevehicle is greater than the threshold value.
 2. The method according toclaim 1, wherein varying operation of the lighting mechanism includeschanging at least one of a pattern, a color, a flash rate, a size, or abrightness of the lighting mechanism.
 3. The method according to claim1, further comprising selecting a driving mode from at least two drivingmodes based on the comparison of the deceleration rate and the thresholdvalue.
 4. The method according to claim 3, wherein the at least twodriving modes includes a city mode and a highway mode.
 5. The methodaccording to claim 4, wherein selecting the driving mode from the atleast two driving mode is automatically selected by the processor,wherein the processor changes from a default mode when the processordetermines that the vehicle has decelerated in frequency exceeding a setamount in a given period of time, and where the processor resets thedefault mode when the processor determines that the vehicle has notdecelerated in frequency exceeding the set amount in the given period oftime.
 6. The method according to claim 5, wherein the default mode isthe highway mode.
 7. A method for providing deceleration rateinformation of a user operating a vehicle, the method comprising:providing an apparatus including an accelerometer, a processor coupledto the accelerometer, and a lighting mechanism coupled to and controlledby the processor; sampling a deceleration rate of the vehicle; comparingthe deceleration rate of the vehicle to a threshold value stored in theprocessor; and varying operation of the lighting mechanism if thedeceleration rate of the vehicle is greater than the threshold value;selecting a driving mode from at least two driving modes based on thecomparison of the deceleration rate and the threshold value, wherein theat least two driving modes includes a city mode and a highway mode,wherein selecting the driving mode from the at least two driving mode isautomatically selected by the processor, wherein the processor changesfrom a default mode when the processor determines that the vehicle hasdecelerated in frequency exceeding a set amount in a given period oftime, and where the processor resets the default mode when the processordetermines that the vehicle has not decelerated in frequency exceedingthe set amount in the given period of time.
 8. The method according toclaim 7, wherein varying operation of the lighting mechanism compriseschanging at least one of a pattern, a color, a flash rate, a size, or abrightness of the lighting mechanism.
 9. The method according to claim7, wherein the default mode is the highway mode.
 10. The methodaccording to claim 1, further comprising initializing the apparatus. 11.The method according to claim 10, wherein initializing the apparatuscomprises sampling a deceleration rate of the vehicle while the engineis on and the vehicle is stationary to obtain a data set.
 12. The methodaccording to claim 10, wherein initializing the apparatus comprisessampling a deceleration rate of the vehicle while the vehicle maintainsa predetermined speed to obtain a data set.
 13. method according toclaim 10, wherein initializing the apparatus comprises sampling adeceleration rate of the vehicle while the vehicle decelerates to a stopto obtain a data set.
 14. The method according to claim 11, furthercomprising storing the data set in a non-transient data memory.
 15. Themethod according to claim 12, further comprising storing the data set ina non-transient data memory.
 16. The method according to claim 13,further comprising storing the data set in a non-transient data memory.17. The method according to claim 10, wherein initializing the apparatuscomprises: sampling a deceleration rate of the vehicle while the engineis on and the vehicle is stationary to obtain a first data set; andsampling a deceleration rate of the vehicle while the vehicle maintainsa predetermined speed to obtain a second data set.
 18. The methodaccording to claim 10, wherein initializing the apparatus comprises:sampling a deceleration rate of the vehicle while the engine is on andthe vehicle is stationary to obtain a first data set; and sampling adeceleration rate of the vehicle while the vehicle decelerates to a stopto obtain a second data set.
 19. The method according to claim 10,wherein initializing the apparatus comprises: sampling a decelerationrate of the vehicle while the vehicle maintains a predetermined speed toobtain a first data set; and sampling a deceleration rate of the vehiclewhile the vehicle decelerates to a stop to obtain a second data set. 20.The method according to claim 17, further comprising storing the firstdata set and the second data set in a non-transient data memory.